Triple-valve device.



W. V. TURNER.

TRIPLE VALVE DEVICE.

APPLIGATION'IILED DBO.16, 1910.

1 ,07 1 ,83 1 Patented Sept. 2, 1913.

WITNESSES INVENTOR UNITED STATE? PATENT OFFICE.

WALTER V. TURNER, OF EDGEWOOD, PENNSYLVANIA, ASSIGNOR TO THE WESTING-HOUSE AIR BRAKE COMPANY, OF PITTSBURGH, PENNSYLVANIA, A CORPORATION OFPENNSYLVANIA.

TRIPLE-VALVE DEVICE.

Specification of Letters Patent.

Application filed December 16, 1910.

b all whom it may concern Be it known that I, \VAL'rnn V. TURNER,

a citizen of the United States, residing at Edgewood, in the county ofAllegheny and State of Pennsylvania, have invented new and usefulImprovements in Triple-Valve Devices, of which the following is aspecification.

This invention relates to fluid pressure brakes, and has for its objectto provide improved means operated by the flow of air from the auxiliaryreservoir to the brake cylinder in a service application of the brakesfor securing a local discharge of air from the train pipe, to therebyaccelerate the action of the triple valves throughout the train.

In the accompanying drawing; Figure 1 is a sectional view of a triplevalve device embodying my improvement, and showing the parts in normalfull release position; Fig. 2 a similar view, showing the parts inservice application position; andFig. 3 a sectional view of a slightlymodified form of my invention.

Although in the drawing, my improvement is shown as applied to a triplevalve device of the retarded release type, it will be understood that myinvention is adapted for use in connection with various other types oftriple valves.

As shown in the drawing, the triple valve piston comprises the usualcasing having a piston chamber 1, connected to train pipe 2, andcontaining piston 3, and a valve chamher 4 containing main slide valve 5and auxiliary slide valve 6 mounted on and having a movement relative tothe main slide valve. In the normal full release position, cavity 7 inthe main slide valve 5 connects brake cylinder passage 8 with exhaustport 9 and a yielding resistance device 10 is provided to resistmovement of the triple valve parts from full release position to aninner retarded release position, in which the brake cylinder passage 8is connected through a restricted port 11 with said exhaust port 9.

According to my present improvement,

the usual emergency piston 12 controls communication from the auxiliaryreservoir to the brake cylinder in service applications of the brakes,the usual service port 13 being adapted in service application positionto register with passage 14 leading to the chamber above said emergencypiston, and a port 15 being provided through the walls surrounding saidpiston, so located, that it requires a certain outward movement of theemergency piston to uncover said port. The emergency piston 12, inaddition to opcrating the usual emergency valve 16, is adapted to act onthe stem 17 of a puppet valve 18. This puppet valve is contained in achamber 19 of the emergency valve body and is normally seated by meansof a 5 coil spring 20. Said chamber has a small port 21 communicatingwith the check valve chamber 22, and when the valve 18 is lifted fromits seat, air is free to flow from the train pipe past check valve 23 tochamber 22 and thence through port 21 to chamber 19, and the stem 17being a loose fit, the air flows around said stem to ports 21 in a stem25 of the emergency valve body, which ports open into the space 26,communicating with the brake cylinder. The parts are so adjusted, thatnormally the spring 20 main tains the emergency piston 12 in an innerposition closing communication from port 1 1 to passage 15 and with acertain amount of so lost motion between the operating stem 27 of theemergency piston and the stem 25 of the emergency valve, the lost motionbeing such that the emergency piston may move outwardly a distancesufficient to uncover 5 the port 15 without engaging the stem 25.

In operation, the parts being charged up in the usual manner, it it isdesired to make a service application of the brakes, the train pipepressure is gradually reduced and thereby the triple valve piston 3 andthe main and graduating valves 5 and 6 are moved out to serviceapplication position, as shown in Fig. 2. The service port 13 is thusuncovered by the graduating valve 6 and is brought into register withport 1 1. Air is thereupon admitted from the auxiliary reservoir to thetop of the emergency piston 12 and the emergency piston is therebyactuated to uncover the port 15 and permit air to flow from theauxiliary reservoir to the brake cylinder. The outward movement of theemergency piston pushes the valve 18 off its seat and air then flowsfrom the train pipe into the chamber 22, through port 21 to chamber 19and thence around the stem 17 of the valve 18 through ports 24: to thechamber 26 and the brake cylinder. A local discharge of air from thetrain pipe to the brake cylinder is thus effected on each car and thecorresponding accelerated action,

of all the triple valves throughout the train is produced. Theengagement of the stem 27 with the stem of the emergency valve preventsfurther outward movement of the emergency piston, as movement or theemergency valve is resisted by the usual emergency spring 29. It will beunderstood that the service port 18 being of the usual restricted size,and the pressure above piston 12 being prevented from building up onaccount of the flow to the brake cylinder through port 15, there willnot be sufiicient pressure on said emergency piston to move same againstthe resistance of the spring 29, consequently the emergency valve 16 remains seated. when flow of air from the auxiliary reservoir to the brakecylinder has reduced the auxiliary reservoir pressure to substantiallyequal the reduced train pipe pressure, the graduating valve 6 is movedto close the port 13 in the usual manner, and the pressures on oppositesides of the emergency piston 12 then quickly equalizing, the samereturns to its normal position, closing the port 15. An emergencyapplication of the brakes may be effected by suddenly reducing the trainpipe pressure in the usual manner, whereupon the triple valve piston isshifted to the emergency position, in which the large emergency port 30,registers with port let. The heavy flow of air from the auxiliaryreservoir through this port is then suflicient to shift the emergencypiston 12 to its extreme out-ward position lifting the emergency valve16 off its seat and causing the usual emergency discharge of air fromthe train pipe to the brake cylinder.

It will be evident that the. older form of puppet type graduating valvemay be employed instead of the slide valve type if desired and that myimprovement will operate therewith in the same manner as with the slidevalve type of auxiliary valve.

Instead of the usual quick action emergency piston, a separate pistonmay be employed, as shown in Fig, 3, in which piston 12 controlscommunication from port 14 adapted in service position to be connectedwith the service port of the, triple valve device, to port 15 whichleads to the brake cylinder. The valve 18 is operated by the piston 12and controls communication from port 21, open to the train pipe, to thebrake cylinder. The operation of this arrangement will be the same asthat of the device illustrated in Figs. 1 and 2, as will be clear.

Having now described my invention, what I claim as new and desire tosecure by Let ters Patent, is:

1. A triple valve device comprising a movable abutment subject to trainpipe pressure, a valve operated by said abutment for supplying air fromthe auxiliary reservoir to the brake cylinder upon a gradual reductionin train pipe pressure to effect a service application of the brakes,and a piston op discharge of air from the train pipe.

2. A triple valve device comprising a movable abutment subject to trainpipe pressure, valve means operated by said abutment for supplying airfrom the auxiliary reservoir to the brake cylinder upon a gradualreduction in train pipe pressure to effect a service application of thebrakes, and a piston subject to the full flow of air from the auxiliaryreservoir to the brakecylinder in a service application of the brakesfor controlling a local venting of air from the train pipe.

3. A triple valve device comprising a movable abutment subject to trainpipe pressure, valve means operated by said abutment and having a portaffording the only means:

of communication from the auxiliary reser voir to the brake cylinder ina service application of the brakes, and a piston operated by the flowof air from said portjto the brake cylinder for efiecting a localdischarge of air from the train pipe.

4. A triple valve device comprising a movable abutment subject to trainpipe pressure, amain slide valve operated by said abutment and having aport adapted in service application position to aflord the only means ofcommunication from the auxiliary reservoir to the brake cylinder, agraduating valve for controlling said'port, and an emergency pistonoperated by the flow of air through said port for effecting a local discharge of air from the train pipe.

5. A triple valve device comprising a movable abutment subject to trainpipe pressure, valve means operated by said abutment and having a supplyport adapted in a service application of the brakes to afford the onlymeans of communication from the auxiliary reservoir to the brakecylinder, a valve for controlling a local train pipe vent port, and apiston operated by the flow of air through said supply port to the brakecylinder for actuating said-valve.

6. A triple valve device comprising a movable abutment subject to trainpipe pres-' sure, a main slide valve operated by said abutment andhaving a supply port adapted, in a service application of the brakes, toafford the only means of communicationfrom the auxiliary reservoir tothe brake cylinder, an auxiliary slide valve for controlling said port,a valve for controlling a local train pipe vent port, an emergencypiston operated by the flow of air from the auxiliary reservoir throughsaid supply port to the brake cylinder for actuating said vent valve,and an emergency valve adapted to be operated} by said emergency pistonupon a sud den reduction in train pipe pressure for venting air from thetrain pipe.

7 A triple valve device comprising a movable abutment subject to trainpipe pressure, valve means operated thereby and having a service portadapted upon a gradual reduction in train pipe pressure to afford theonly means of communication from the auxiliary reservoir to the brakecylinder and an emergency port adapted upon a sudden reduction in trainpipe pressure to supply air from the auxiliary reservoir to the brakecylinder, a valve for controlling a local train pipe discharge port, andan emergency piston operated by the flow of air through said serviceport for actuating said train pipe discharge valve and operated by theflow of air through said emergency port upon a sudden reduction in trainpipe pressure for actuating an emergency train pipe discharge valve.

8. A triple valve device comprising a piston, valve means operated bysaid piston for supplying fluid from the auxiliary reservoir to thebrake cylinder upon a gradual reduction in train pipe pressure, andmeans oper ated by auxiliary reservoir pressure for effecting a localdischarge of air from the train pipe in a service application of thebrakes.

In testimony whereof I have hereunto set my hand.

WALTER V. TURNER. Witnesses:

S. WV. KEEPER, A. M. CLEMENTS.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. C.

